Vehicle attached parking device



T. F. HALL El' AL VEHICLE ATTACHED PARKING DEVICE April 15, 1952 Filed Aug. 25, 1947 4 Sheets-Sheet 1 fllden 141%??? RJ /Floyd Cjz'l ATTD RN EYS April 15, 1952 T. F. HALL ET AL 2,593,024

VEHICLE ATTACHE-ID PARKING DEVICE Filed Aug'. 25, 1947 4 sheets-sheet 2 INVENTOR` 23a/ere 316622Z d ATTO RN EYS April 15, 1952 T. F. HALL ETAL VEHICLE ATTACHED PARKING DEVICE 4 Sheets-Sheet 5 Filed Aug. 25, 1947 ATTCI R N EYS April 15, 1952 T. F. HALL ETAL VEHICLE ATTACHED PARKING DEVICE Sheets-Sheet 4 Filed Aug. 25. 1947 aINVENToRcs Zogd C. Kai?. e' emdia ATTE! RN EYS Patented pr. 15, 1952 2 1 ulvl'TrfzD-N STATES PATENT OFFICE .1 Claim.

This invention relates to improvements in -vehicle parking devices and more particularly to a vehicle elevating and parking mechanism which is adapted to be permanently secured to the chassis of the vehicle. y The mechanism embodying the invention will, when in operative position, permit a vehicle to -be parked ybetween other vehicles or other types 'of obstructions, when the space in which the vehicle is to be parked is only slightly longer than the overall length ,of the vehicle.

An object of the invention is to provide a mechanism of the type described, which, when in operation, Will raise the front and rear wheels Aof a vehicle `so that the vehicle can be moved side- Ways .into a parking space.

Another iobject of the invention is to provide` 1a mechanism of the type which can be operated V*from theldrivers seat.

,A further object of the invention is to provide amechanism of this type that, when in retracted or inoperative position, Will be raised sufficiently to permit full road .clearance of the 'chassis of the vehicle.

'With the above .and other objects and advan "vation in raised or operative position;

Figure 3 is a front view of a vehicle chassis showing an embodiment of the invention in elevation in retracted or inoperative position;

Figure 4 lis a sectional view on the line 4-f4 of Figure 2;

'Figure 5 is a' sectional view 4on the line 5,-5

'Figure 6 is a sectional viewon the vline 6-#6 y'of Figure '10;

' Figure 7 is a sectional `view 'on the line 1-1 Figure 8 is a sectional view on the line 8-8 of Figure 2;

Figure 9 ``is a rear view ofr'a vehicle chassis g )rowing an embodiment of the `invention in elevatioriin'raisedor operative position; 4

Figure 10 `is `a rear view of' a vehicle chassis .showing an embodiment of the invention in rel'trac'teri or inoperativeposition;

Figure 11 isla sectional view on the line l |H of Figure 9; l

Figure 12 is a sectional view on the line |2-I2 of Figure 9;'

Figure 13 is a front elevation of the transmission box;

Figure 14 is a top plan viev.7 of the transmission box;

Figure 15 is a sectional view on the line IS-I 5 of Figure 13; y

` Figure 16 is an interior View ofthe transmission box With the top cover and leverA controls removed and Figure 17 is a perspective view of one 'ofthe jack arms.

Referring more in detail to the drawings-,the

reference numeral 28 designates the formof the invention that is attached to the frontaxle 2 l oi' a'vehicle 22. t f l v The parking device for the Vfront of the vehicle comprises an L-shaped hanger bracket 23 having a anged end 24 to receive U-bolts l25, whereby the hanger bracket is firmly secured to the front axle 2l of the vehicle 22.

Pivoted at 26 and 26' vrespectively on the bracket 23 are the upper ends of the arms -21 and 21 respectively of a scissors type of jack 28, the arms 28 and 29 completing the jack.

As seen in Figure 17, all of the arms are of th same construction and are provided with bifurcated apertured ends 30 at their respective pivot points. f

The lower end of arm 21 is pivoted at 31 tothe travelling nut 32 as is the upper end of the arm 29. The lower end of the'arm 21' is pivoted at to the sleeve 34, asis the upper end of thefarm 29'. Mounted on the outer end of the sleeve is va gear box 35 which houses the worm Wheel gear `36 which is xed to the screw 31 which is rotatably mounted in the sleeve 34, and carries the nut32.

' The gear 36 is adapted to'mesh with the -'pinion gear wormv 38 which is connected by -a flexible v"sha'ftll to a transmission box 4l] whic'liis secured -to the chassis of thejveliicle and the construcofthe rubber tired parking wheels 1182- Fixed 'to the'shaft 4wd, centrally thereof, is a wormwhe'e'l gear 43 which meshes with a pinion `gearworm 50 which is connected by a flexible shaft 5I tothe 3 transmission box 4|). A gear box 52 formed in the housing 43 covers the gears 49 and 59.

The parking device for the rear axle housing 53 of the vehicle 22 is similar in construction to the parking device for the front axle, the difference residing in the hanger bracket 54 which is secured to the differential housing 55 by the bolts 55 which usually hold the cover plate for the housing 55 in place.

The arms 2l and Z1 are pivoted at 51 and 51' respectively to the bracket 54 and at 3| and 33 to the nut 32 and sleeve 34 respectively, while the arms 29 and 29 are pivoted at 3| and 33 and 4| and 4 I respectively as previously described. The Y latter arms are pivoted to the nut 32, sleeve 34 and plate 42 of the housing 43.

The gear box 35 on the sleeve 34 is connected by the flexible shaft 59- to the box 49, while the gear lbox 52 on the housing 43 is connected by the fiexible shaft 58 to the box 49. The screw 3l is similarly provided with the gear 36, and the wheels 48 are similarly mounted in the housing 43 as previously described.

The formation of the hanger brackets 23 and 54 permit the parking devices to be raised to a level with the respective axles on which they ar-e mounted, as shown in Figures 3 to 10, to give full road clearance to the vehicle. None of the mechanism extending below the lowest level of the axles.

The gear box more specifically shown in Figures 13 to 16, inclusive, has a drive shaft 69 journalled centrally thereof, which is provided with a sprocket wh-eel 6| on its outer free end, which engages the chain drive 52. The chain 62 derives its power to drive the sprocket wheel 6l from agear |53 with which it is engaged, that is xed -on the crank shaft 64 of the vehicle. The crankshaft drives the fan 85 by the conventional fan belt 95. The gear 8l is fixed to the opposite end of the shaft 69 within the box, and the shaft is journalled in bearings 58 carried by the box 49. Gear 61 is intermediate of and meshing with gears 69 and 19 respectively, which are mounted on the sleeves 1| and '|2 respectively thatv are journalled in bearings 'I I and 12 carried by the box lill, and have the bevelled gears 13 and 'i4 respectively formed on the opposite ends thereof. The sleeves and their associate gears are mounted on the sliding selector sleeves l5 and 16 respectively, which are in turn mounted on shafts l1 and 18 which are freely rotatable within the inner races of the bearings 7| and 12 respectively. The shaft is connected at its opposite ends to the flexible shafts 39 and 59, and shaft 18 is connected at its opposite ends to the iiexible shafts 5| and 59. The selector sleeve I5 is en gaged by the forked end 'I9 of the shift lever 80. The sleeve, on opposite sides of the forked end 'i9 is provided with gear engaging members 8| and 82 respectively, which engage the complementary shaped member 83 on the gear 'I3 and the complementary shaped member 84 on the bevelled .gear 85 which is formed on the sleeve 86 sleeved on the sleeve 85 and the sleeve v'|5 and the sleeve 8B is journalled in the bearing 8l in the gear box 40, and sleeved on the shaft 1l. Both gears 13 and 85 mesh with a bevelled gear 81 journalled `by means of a stub shaft 88 in the bearing 89 carried by the box 48.

When lever 89 is moved forwardly the gear engaging member on the sleeve 'l5-will be engaged with number B4 and by reason of the sliding key .connection of the sleeve 'I5 with the shaft the gear 85 will be caused to rotate by the shaft l1 which in turn will rotate shafts 39 and 59. If lever is moved rearwardly the number 8| will engage the member 83 and gear 13 will cause the shaft to rotate in the opposite direction. Thus if the lever 99 is moved forward, the wheels 48 will be caused to rotate toward the left to move the vehicle in this direction. If the lever 99 is moved rearwardly, the wheels 48 will be caused to rotate toward the right to move theI vehicle in this direction, vertical positions'of the lever being neutral without movement in either direction.

'I'he selector sleeve 'I9 is similarly constructed to the sleeve 15, having the gear engaging members and 9| respectively, which engage the complementary shaped member 92 on the gear 14, and the complementary shaped member 93 on the bevelled gear 94 which is xed on the sleeve 95 sleeved on the sleeve 96 journalled in the bearing 91 carried by the box 49. The sleeve 9B is sleeved on the sleeve I6 and the shaft 18. The forked end 98 of the lever 99 engages the selector sleeve 19 intermediate of the members 90 and 9|, so that when the lever 99 is moved forward, the vehicle will be moved to the left and when the lever 99 is moved rearwardly, the vehicle will be moved to the right. The gears I4 and 94, as' do the gears '|3 and 85 which mesh with a gear 8l', mesh with a bevelled gear |02 journalled by means of a stub shaft I 83 in the bearing |84 carried by the box 40.

The jacks, at the front and rear, move simultaneously to raise both ends of the vehicle.

The box 4i) is provided with a removable cover |89, provided with parallel opposed slots |0| through which the levers extend, into the drivers compartment of the vehicle, as shown in Figure 1.

In operation, the lever 89 is moved forward to raise the vehicle and the lever 99 is then moved in either direction to cause Vthe vehicle to travel either to the right or left for parking the'vehicle. The power to drive the mechanism is derived from the crankshaft, as previously described.

There has thus been provided, a parking mech,- anism which is simple in construction and opration, a parking device so installed thatncomr plete road clearance is available when the mecha'- nism is in retracted position.

The wheels are raised or lowered in ya straight line giving maximum lifting power and being at'- tached to the axles, the wheels do not sag, due to the action of the springs in the same manner as if the mechanism were attached to the body or frame of the vehicle.

The device holds the vehicle rigid during the sideward movement, is easily repaired, does not detract from the appearance of the vehicle, and can be inexpensively manufactured.

It will allow more vehicles to be parked in a city block, a much needed advantage in present day times.

While the device has 4been describedas a parking mechanism, it is to be understood that the device may also be used when it is desired to raise the vehicle to repair or replace a fiat tire. The use of a standard type of jack is eliminated, as well as the damaging of ones clothing in applying a standard jack for use in raising a, vehicle. It will be a great boon to women drivers as well as to handicapped drivers, who could not, under ordinary circumstances, use an ordinary jack. The device. also prevents the vehicle from falling off the jack, which is often the case where an ordinary jack is used.

The device, therefore, has a dual purpose, and

provides a safe medium for lifting a vehicle from the wheels thereof for any desired reason.

It is believed that from the foregoing,A description, the character, construction and advantages of the invention will be apparent to those skilled in the art, and it is to be understood that `changes in the minor details of construction, arrangement and combination of parts may beresorted to, provided they fan within the spirit of the invention and the scope of the appendedclaim.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

In a. parking device for use with the power transmission of a motor vehicle, the improvement comprising an elongated box like casing, a first shaft journalled in said casing longitudinally thereof, gear members fixed on opposite ends of said shaft and within said casing, stub axles journ nalled in opposite ends of the casing, gears xed on the stub axles within the casing meshing with the gears on the rst shaft. ground engaging wheels on the outer ends of the stub axles, a worm wheel fixed to the first shaft centrally thereof, a rst flexible shaft connected to the power transmission, a worm fixed on said rst flexible shaft and said worm meshing with said worm Wheel for the driving of the ground engag ing wheels, a lower plate fixed to the box like casing centrally thereof, a pair of arms connected at their lower ends to the opposite. ends of the plate, a travelling nut pivotally connected to one arm at the upper end thereof, a gear .box

connected to the other arm at the upper end thereof and having gears therein, a. second pair of arms connected at their lower ends respectively to said travelling nut and gear box, an upper plate pivotally connected to each upper end of said second pair of arms and fixed to the motor vehicle above and in line with the rst plate, a, sleeve connected to said gear box, a screw rotatably mounted in the sleeve and operatively connected at one end to one of the gears in said gear box and at the other end threadedly engaging said travelling nut, anda second flexible shaft connected at one end to said transmission and at the other end to the other gear in said gear box for Vthe operation of said screw for the raising and lowering of said motor vehicle with relation to said box like casing. l

' TILDEN F. HALL.

FLOYD C. HALL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,322,947 Rapson Nov. 25, 1919 1,374,044 Valeur Apr. 5, 1921 1,513,282 Sheets Oct. 28, 1924 Y 1,699,031 S/evault et al Jan. 15, 1929 1,940,724 Mizzy et al Dec. 26, 1933 2,058,530 Thomas v l 1 Qct.27,193 

